Humidifier for internal-combustion engines



March 9 1926. 1,576,109

A. FORMAN ET AL HUMIDIFIER FOR INTERNAL COMBUSTION ENGINES Filed Oct. 2, 1922 h mn/51's AWL-ms I 'atentecl Mar. 9, 1926.

UNITED STATES:

1,576,109 PATENT OFFICE.

ADAM FORMAN AND RICHARD MATCI-IETT, OI! BEATTOCK, SCOTLAND.

HUMIDIFIER FOR In'rERNAnooMnUsTIoN ENGINES.

Application filed, October 2, 1922. Serial No. 591,990.

To all whom it may concern:

Be it known that we, ADAM FORMAN, a subject of the King of Great Britain,and resident of Craigielands, Beattoclr,'Du1nfrie'sshire, Scotland, and RroHARn MAT- orrn'rr, a subject of the King of Great Britain, and resident of Gleughfoot, Beattock, Dumfriesshire, Scotland, have invented certain new and useful Improvements inHumidifiers for Internal-Combustion Engines, of which the following is a specification.

This invention relates to apparatus for supplying humidified air or mixture to the cylinders of internal combustion engines of thetype in which moistening is effected by the admission of water to the throat of a Venturi tube or double conical passage, the water supply being controlled by a snctionactuated valve.

According to the present invention the water is admitted through an annular adjustable orifice or annular water space at the throat of the Venturi tube or double conical passage through which the air or mixture is induced, the passage of air or mixture through the tube or passage and consequent water supply being controlled by a valve located in the throat or narrowest portion of the tube or passage.

In order that the invention may be more clearly understood reference is hereinafter made to the accompanying explanatory drawings showing two forms of appaatus according to our invention, by way ofexample.

Fig. l is a vertical section through one form of apparatus having flanges whereby the apparatus may be secured in the induction pipe of the engine.

Fig. 2 shows a spigot type of apparatus in vertical section adapted to be screwed latera-Hy into the induction pipe.

Fig. 3 is an enlarged horizontal cross section of Fig. 2 showing conventionally'the annular clearance between the piston and the casing.

Referring to Fig. 1 of the drawings, F represents a flanged body or casing adapted to be fixed bet-ween the carbureter and induction pipe of the engine. The casing F has a central passage G which thus forms part of the induction passage. Opening into the passage G is a conical passage N, which registers with an oppositely disposed conical air inlet 0 in an adjustable plug H screwed into a recess in the casing F in such a manner as to form an annular orifice or water space I to which water is supplied by a water pipe L. A valve P is located in the throat of the double conical passage N, O, and is carried by the stem of a piston K which is'a loose lit in a cylindrical chamber R formed in the casing F. Into the casing F is also screwed-a plug C having an air hole S leading to a conical valve seat at the upper end of an axial passage in the plug 0. Fitted in the plug C is a rotary conical valve A, having an air hole M which may register with the air hole S. The valve A turns with a lever B which may be controlled from the dashboard of the motor vehicle. E is'a lock-nut. The stem WV of the valve A is hollow and communicates with the air hole M, the stem V passing through the axial passage in the plug G'and being surrounded by a spring X held in compression between a shoulderin the plug and a thrust collar Y on the stem, the spring holdingthe' valvev on its seating. T isa hollow plug communicating with the chamber R and with a hollow adjustable cap U having an auxiliary air hole D. If desired the plug T may communicate with a valve-controlled air pipe leading to the dashboard. j

'Z is a milledhead onthe valve A, provided with "a suitable index mark Z for enabling the valve A to be set so that the air holes M and Sregister in the requisite position of the lever B. p

The arrangement illustrated in Fig. 2 is substantially identical with that shown in Fig. 1 except that the casing F has no passage G therethrough, but has a lateral hollow union V whereby it may be screwed into the induction pipe of the engine.

The operation of lows r The pistou K being a slightly loose fit in the casing. F when either or both of the air inlets S and D are open there is full atmospheric pressure on the top of the piston K while only the smaller efl'ective area of the valve P is open to such atmospheric pressure, the piston K and valve P therefore fall, closing the latter. If both. air controls S and D are closed the suction of the engine reduces the pressure in the casing F between the piston K and the Valve P and the air above K percolates past the loose fitting piston K causing the pressure above K to approximate to the reduced pressure in the casing F. The full atmospheric presthe apparatus is as folsure below the valve P then raisesthe latter and will keep it raised as the air entering the chamber F will not pass the loosely fit ting piston K to the top side thereof, owing to the restrictioirof the loose fit, but will pass to the induction pipe by way o1: the branch V. lVhenhoWev er the conical valve A is turned to open the air hole S to the atmosphere full atmospheric pressure is ad mitted to the chamber R, the restriction of the loose fit preventing free flow of such atmospheric pressure to the space belowsthe valve, where,a reduced pressure is obtained, and the valve lP closes. The orifice-D in the cap U (or thevalve-controlled pipe connected to T) constitutes anauxiliary control for admittingair to the chamber R. Thus the hit of the valve P can be controlled either by the'valve Alor cap U. The lever B may be controlledin harmony with the throttle lever of the carbureter, so that the control of the chamber R through the air holes S and M (and consequent control of the valve P) will be regulatedsynchronously \vith due to the throttle control.

the varying suction in the induction pipe.

The Water may be taken by the pipe L the highest temperature in the cooling ,sys-

tem.

It will be understood that, in the case of air-cooled engines, the water may be supplied it'rom an auxiliary tank. I V

The apparatusis such that its action is entirely automatic, the proportion of air and. water admitted being controlled by the valve In the construction illustrated, the ap paratus is adapted to supply additional air to the engine, but 1f desired the double conical passage N, 0 may be located in the induction pipe ofthc enginevso-thatthecombustible mixture atomizes the Water at I.

Weclaim:

1. A humidifying apparatus "for internal combustionengines comprising, acasing, a Venturi tube in the casing through which the enginesuction operates, an annular Water inlet at the throat of the Venturi tube, a valve at the throat of the Venturi tube con trolling the Water inlet, a pi ton carried by the valve/ a chamber in the casing within which the piston is aloose fit, saidpchaniber being open to the engine suction, a pas age opening gllllO said chamberat a pointbeyond the piston andjeffecting communication between said chamber and the atmosphere, and meansiitor closing saidpassag'e.

2; A hui'nitlifying apparatus for internal combustion engines comprising a acasing, a Venturi tube in the casing through which the engine suction operates, an annular Water inlet 1 atthe throat of the Venturi tube, a valve at the throat, of the Venturiutube controllingthe water inlet,'a piston carried bythevalve, a chamber 1n the casing within which the piston'is a loose fit,isaid chamber belng open to the engine suct1on,'a passage opening into sald chamberat a'point beyond the piston and efiecting co'nnnunication between saidchamber and the atmosphere, and

a rotary valve for closin said passage;

3. A humidifying apparatus ifor internall combustionengines comprising, a casing, a Ventun tube in the casing through which the engine suction operates, an annular Water;

inlet at the throat otthe Venturi tube, a

valve at the throatof the Ventura tube con trolling the waterinlet, a piston carried by the valve, a chamberin the leas ng Within which the piston isa loose efit, said chamber being open to the engine suction, a passage opening into said chamberjat a point;beyond the piston and ettectlng communicatlonbetween sald chamberland the atmosphere, a

rotary valve for closing said passage, and an,

auxiliary control for admitting air :to the chamber.

In testimony whereof we aiiix our signatures. i

ADAM FORMAN. v I RICHARD MA TGHETFI. 

